Defence Business: NH90 planning in New Zealand | ADM Aug 2010
The RNZAF is looking to replace most of its helicopter fleet in the near future with the introduction of the NH90 and A109LUH in quick succession.
What does this mean for training, basing and transitioning?
Nick Lee-Frampton | Ohakea and Wellington
Wing Commander Shaun Clark, Commanding Officer of the recently formed Helicopter Transition Unit (HTU) told ADM that he had 5,001 hours in his logbook, more than half of them on the ubiquitous UH-1H Iroquois.
So he is undoubtedly qualified to comment on preparations at Ohakea for the introduction of the Royal New Zealand Air Force’s (RNZAF’s) forthcoming NH90 helicopters to 3 Squadron, including the status of the HTU.
“The IIS (Introduction Into Service) was a team of personnel, under command of capability branch of Air Staff, whose job it was to deal with the introduction into service of both the A109LUH and the NH90 helicopters,” WGCDR Clark.
“The concept was put forward of introducing a stand-alone unit, so in March 2010 the Helicopter Transition Unit was established, to separate the introduction into service of the new airframes from the operational level of 3 Squadron business.”
Including a headquarters element, aircrew and maintenance personnel, the HTU is expected to operate for about two years.
“When the new aircraft arrive in New Zealand they will initially fall under the HTU,” WGCDR Clark told ADM.
“As the number of new aircraft builds, so too will the number of personnel on the HTU, most of whom will migrate across from 3 Squadron.”
When the capability of the new aircraft has sufficiently matured, the HTU will be disbanded and both its helicopters and its personnel will effectively become the re-equipped 3 Squadron, WGCDR Clark explained.
ADM asked how much longer the existing Sioux and Iroquois would remain in RNZAF service.
“During the transition period there will be a gradual reduction in the number of operational Iroquois, however the [Huey] fleet will not be fully retired until both the A109LUH and NH90 fleets are capable of delivering the outputs required by the New Zealand Government.”
Which means the type will have served operationally with the RNZAF for some 46 years by the time they retire. However, a finite future is envisaged for the Bell 47G Sioux.
Current planning will see the RNZAF’s basic training helicopter retired mid-2011, having been operated at Ohakea since 1965.
Clearly the RNZAF is vaulting several generations so far as the airframes are concerned, although a similar multi-generational leap is occurring in a more concrete format.
Little more than a hole in the ground when ADM last visited Ohakea air base near Palmerston North, the new hangar, designed to accommodate both the NH90s and the A109s, is now only a few months away from completion.
Whereas the old, monolithic hangars, familiar to several generations of RNZAF personnel, are unmistakable in purpose, the new hangar exudes modernity and would fit unobtrusively into any contemporary technology business park.
“The hangar is certainly going to be a fantastic facility for us and is due to open in September this year.
“All its facilities will then be tested and checked ready for the new aircraft to roll right in,” WGCDR Clark said.
Initially the striking new hangar will be home to the HTU and in a few years will accommodate 3 Squadron.
Aircrew
So ticks for the hardware and the airframes, but what of the aircrew?
What about the operational conversion path that will be introduced when the new helicopters are on the base?
Clark said most of the aircrew currently flying the Iroquois would transition across to either the NH90 or the A109LUH, which, despite its primary role as a training aircraft, would also have ‘a light utility output’.
“Future RNZAF helicopter pilots and crewmen will initially be trained on the A109LUH, before either remaining on that type as operational aircrew or moving on to train and serve on the NH90.
“Aircrew will be given their choice wherever possible, although operational requirements will ultimately dictate whether newly trained aircrew will remain on the A109LUH or move on to the NH90.”
Incidentally, Royal New Zealand Navy pilots and helicopter crewmen will also train on the A-109LUH, before moving on to the SH-2G Seasprite following a short period of consolidation on the A-109LUH.
Moving from one platform to another while maintaining a base level of capability and availability always has its issues for training, particularly when the platforms in question are worlds apart in terms of capabilities.
ADM asked if there would be significant changes in the requirements for aircrew for the new platforms.
“Given its 1960s technology, the Iroquois is flown exclusively ‘hands on’,” WGCDR Clark said.
“However, both the A109LUH and the NH90 will be flown largely through the use of automation so I expect this will see a subtle shift in the skills of RNZAF helicopter pilots.
“The RNZAF helicopter pilot of tomorrow is unlikely to have quite the same ‘hands and feet’ skills as the helicopter pilot of today, as he or she will spend far less time manually piloting the aircraft.
“However, the complex nature of the automated systems aboard the new aircraft will require a much higher degree of knowledge and skill in other areas.”
Despite this significant shift in focus, Clark does not believe the skills required to captain the aircraft will alter.
“At the end of the day, the skills required to make the right decisions to effectively captain a mission will not change.
“The aircraft captain will still be required to process the information available to him or her, consider the advice available from the rest of the crew, and make the correct decision in a timely manner.”
Clark had his first hands-on taste of the new NH90 only days earlier when shown over an Australian Army MRH 90, and he told ADM that he was highly impressed with what he saw.
Squadron Leader Shaun Sexton, the RNZAF’s NH90 Project Officer, pointed out that there would be subtle differences between the operational employment of the type on either side of the Tasman.
“Whereas 3 Squadron’s operations are spread relatively evenly across the spectrum of battlefield support and assistance to other Government agencies (including search and rescue), the Australian Army tend to focus more on military applications, in particular on battlefield support.”
Interoperability
Although there will be detail differences between the MRH 90 and the NH90, SQNLDR Sexton pointed out a timesaving commonality.
“In East Timor if Australian troops were operating with our Iroquois rather than Australian Army Black Hawks, they had to familiarise themselves with our helicopters before conducting any operation,” SQNLDR Sexton explained to ADM.
“When we both have the same helicopter, although theirs may be sand coloured and ours grey, there will be no need for such qualification, the soldiers will already be familiar with the airframe.”
ADM asked about the NZ Army’s involvement in planning for the NH90’s introduction to operational service.
“Although the NH90 will be employed across a wide spectrum of operations, both military and civil, the number one user is the NZ Army,” SQNLDR Sexton said.
“Accordingly there are frequent meetings between the RNZAF and the NZ Army to discuss and refine what will be done with the new aircraft.
“Ensuring that we maximise the operational effectiveness of the NZ Army is an essential component of the introduction to service.
“Therefore we are in regular contact, every week or fortnight, with our Army colleagues on topics ranging from troop loading to deployed support.”
ADM asked what was planned for the first NH90 during its inaugural year with the RNZAF.
“In the first year of operation the NH90 [and similarly the A109LUH] will be flown by a limited number of manufacturer trained crews,” WGCDR Clark said.
“It will take time to develop an effective capability once the aircraft are delivered, accordingly a progressive development process will be followed.
“Initial flying will focus on developing the techniques and procedures that will form the basis of those to be used throughout the helicopters’ life.
“A period of operational test and evaluation will follow, after which the aircraft will be declared operational.”
However, Clark made it clear that the development process would not stop once the aircraft were designated operational.
“Given the nature of helicopter operations, it is likely we will continue to develop and refine our operating procedures throughout the operational life of the NH90.”
ADM found that refinement was already an integral factor in the HTU, as more was learned from existing NH90 users around the globe.
As mentioned in previous editions of ADM, RNZAF crews have been on exchange with the German Army for training.
“The HTU has received positive feedback from those who have had experience with the NH90, including from an RNZAF Helicopter Crewman flying the NH90 on exchange with the German Army,” WGCDR Clark said.
“The reports we have been getting have been very positive.
“It’s no secret that there are a couple of issues with some equipment on the aircraft, but the manufacturer is addressing these issues and we are confident they will be sorted out.
“Once they are sorted, and the aircraft have been fully introduced into service, we are going to have a fantastic capability that will serve New Zealand well for decades to come.”
The engine failure that has affected the Australian MRH 90s has not caused concern at Ohakea.
SQNLDR Sexton confirmed the RNZAF NH90s will be equipped with the same powerplant, but remains confident industry will resolve any technical issues with the engines.
Maintenance
So much of the capability offered by the NH90 depends on the maintenance and through life support arrangements in place.
ADM asked about the RNZAF’s plans for maintaining the NH90s.
“The RNZAF expects to complete a large portion of the maintenance on the new helicopters within New Zealand,” Engineering Officer Flight Lieutenant Tina Frew told ADM.
“However, it is likely there will be some components that will be sent offshore for repair or replacement.”
FLTLT Frew added that the RNZAF “will receive the training, spares and equipment necessary to conduct all operational and the majority of intermediate level maintenance; however, deep level maintenance will be conducted by the manufacturer”.
For details of the NH90 program in France ADM approached Des Ashton, Deputy Secretary of Defence (Acquisitions), at the Ministry of Defence in Wellington and asked about the status of the RNZAF’s NH90 project.
“We’re actually negotiating with NHI regarding a delay of several weeks to our training [timetable], so the pilot training and the maintenance training will coincide, that’s basically to do with delivery of training materials and the like.
“Apart from that, the program is running along okay,” Ashton said.
“There are still plenty of challenges, including certification and qualification of our own processes that will provide some work.”
Delivery of the RNZAF’s first NH90 in France, where the training will be going on, is scheduled for “late this year”.
The second NH90 is scheduled for delivery in “early 2011”.
The vague dates suggest a degree of uncertainty although Ashton points out that the NH90 program “hasn’t slipped to the extent some of our projects have”.
For practical and economic reasons the RNZAF ordered a ninth NH90 for spares; ADM asked if it would be delivered as parts or already assembled.
“My presumption is that it will be delivered to us whole and then dismantled because if it was delivered dismantled I guess we would be buying spares,” Ashton said.
The ‘spare’ A-109 is also being delivered whole and then dismantled for spares.